Speed regulating hydraulic clutch



May 1, 1951 A. DICKENS SPEED REGULATING HYDRAULIC CLUTCH 3 Sheets-Sheet 1 Filed March 26, 1946 u A 0. v I

Wm M 6 7K we m A .e n 0 ATTOHN EY- May 1, 1951 1.. A. DICKENS 2,551,249

SPEED REGULATING HYDRAULIC CLUTCH Filed March 26, 1946 3 Sheets-Sheet 2 H VVENTOR, Lonnzefllhcifens, MW

ATTORNEY.

y 1, 1951 L. A. DICKENS 2,551,249

SPEED REGULATING HYDRAULIC CLUTCH Filed March 26, 1946 3 Sheets-Sheet 5 95 ATTORNEY.

Patented May 1, 1951 UNITED STATES PATENT OFFICE 8 Claims.

4. To provide means to accomplish the above objects, which means can be adjusted while in motion to operate at any speed from full speed of the driver gradually down to a complete stop,

a means which will slip constantly so as to run g at its selected speed without wearing unduly or overheating and will maintain evenly the selected speed for the driven unit even though the speed of the driving unit may vary.

Other objects will in part be obvious and in part be pointed out hereinafter.

To the attainment of the aforesaid objects and ends invention further resides in those novel details of construction, combinations, and arrangements of parts all of which will first be fully described and then be specifically pointed out in the appended claims, reference being had to the accompanying drawings in which:

Fig. l is an elevational view of the clutch looking at the prime mover or driving side, parts being broken away.

Fig. 2 is a similar view looking at the other driven side.

Fig. 3, is a vertical section on the line 33' of Fig. looking in the direction of the arrow."

Fig. 4 is a vertical section on the line 4' l of Fig.

Fig. 5 is a vertical section on the line 5-5 of Fig. 1.

Fig. 6 is a vertical section on the line 3-3 of Fig. 5 looking in the direction opposite that of the arrow.

v Fig. 7 is a detail section of a portion of the clutch showing the mechanism in an operating position diiferent from that shown in Fig. 5.

Fig. 8 is a detail section of a portion of the clutch in a position of the parts to operate the clutch in a direction opposite that shown in' Fig. 6, and with the adjustment of the valves as shown in Fig. 7.

In the drawings in which like numerals and-let- "ters,o f reference indicate like parts in all-the figures, I indicates a prime mover shaft on which the clutch ismounted in a conventional manner as by a key 5 and set screw 3, the shaft l projecting into the hub 2 on which is also secured, by

, 2 the set screw 3, the fan hub 4. The hub 2 has a spherical or convex projection 2* on its end to efiect a point engagement with a spring cup '22 later again referred to. Stamped from the fan disc 4 are vanes 4 which are suitably secured to the bafile plate or disc 4.

The clutch body 6 is chambered as at 6 and B for the master gear II and the two diagramvmetrically opposite smaller gears I l a which gears constitute with the body 6 and its cover I, a pump device. The cover 1 is secured to the clutch body 1: by screws 8. The gears ll rotate on pinsill and mesh with the gear II which is keyed to the hub 2 and rotates with it. A cover 9 is also attached to the body 6 on the side opposite that to which the plate 1 is secured. The cover 9 is fastenedto the body 6 by screws Ill l 0*. Thin gaskets PF-9 are used between plate I and body 6 and between cover 9 and body 6 to form a liquid tight joint. The cover 9 has a shaft portion I 3 upon. which a gear or pulley (not shown) connected to the driven load is to be mounted.

vThe cover 9 is provided with projections 55* which serve as guides for sliding valves 13 and for liquid passing through ports l4 and I l with which the valve ports 26 register. These ports are openings in the body 6. Levers l5 pass through openings I 3 in the valves l3 to control the valves. The levers l5 pivot against the cor- 'nerswhere the projections 9 join the body}; and are held in the proper relationship to the cover 9 by screws l6 that are threaded into the cover 9 at each side of the levers (see Figs. 3 and 5). A spr ing l! which lies between the spring .cup .22 and a second spring cup I8 exerts pressure against cup [8 which, through two pivots l 9 holds the levers l 5 firmly against the pivot points .of. the cover 9, between the screws l6. As the pressure of the spring I! transmitted against the .levers l5 tends to force them against the cover 9 through their entire length, the portions |5 ,,of the levers. whichpass through the valves l3.are drawn toward theaxis of the shaft I carrying the valves with them. The pressure against the levers I5 from the spring I! acting through pivots I9 is in part counteracted by pressure against the opposite side of the levers, induced by a spring '20 operating between cups 2| and 27 located in 'a bore I in the driven or auxiliary shaft F The tension of spring 28 may be adjusted by forcing" the pin 2 l (which extends througha reduced part of the bore I to the outside of the shaft 'I inw'ar'dly by any suitable means, as for ex:

ample, a lever 'Figllf d The place of contact 2 'of the'spring cup 22 device 28shown in dotted line in with the hub 2 serves both as a bearing point for the cup 22 and as a means through which the hub 2 is held firmly against a washer 23 which is seated in a groove in the plate I together with a resilient or pliable gasket 24, forming a liquid tight seal between the hub 2 and the plate I.

Apertures with closure plugs 25 are provided at diametrically opposite places in the cover 9 through which oil may be added or removed from the interior of the clutch assembly. All open space within the structure is to be filled with non-foaming oil. The plugs 25 are accessible when the screws Ill are removed and the housing I2 is drawn off the assembly.

The housing I2 passes over the assembly ofbody 6, plate I and cover 9 and, is held in placeby the screws I which pass through the housing and the cover 9 and are threaded into the bcdy liw Operation When the driving unit begins to turn shaft I, gear II is turned-with it. Assuming. that. shaft I is. revolving in the direction indicated by the arrow. ongear II. inFig. 4-, the oil withinthe clutch assembly is drawn. intothe. gear compartment through the ports III. and is carried in the spaces between the teeth. of the gears. and. is discharged from the gear compartment through the ports I l. The oil passesrfrom-the ports I4 into the ports 26. of the valvesv I3... With the valves withdrawn toward the-clutch axis. (Figs. 5 and 6) there-is no exitfor, oil from. the valve ports. 26. Consequently the oil which. is discharged-by the three gears cannot escape. and therefore the gears which function asa double oil-pump lock up. As these. gears loc the entire clutch assembly will begin to turn with gear II and with shaft l of. the prime mover (not. shownl. Thus the. load driven. through shaft. I will be rotated.

As the clutch. begins; to turn they valves [.3 will be thrown toward the-perimeter by centrifugal force. Asthe valves thus move outwardly the ports 2-6 will passbeyond. the outer edge. of the projections 9 thus. providing exits. for oil. discharged through the. ports III. This. permits the gears to turn about their. axes. withinthe housing, As the gear II; rotates withinthe assembly it, is the. equivalent of. the. clutch assembly slipping? on shaft, I and whenthis. 'slip? is sufficient tocause the clutch to slow downthe valves. [3 will no-longer be; thrown toward the. axis. by the action of the spring IT.

When the valves. I3 are. moved nearer the perimeter a. larger exit for oil willbe provided and as a. consequence the clutch slips. more but as the. valves aredrawn. toward theaxis; less exit, is available; consequently there is less slip. The valves will settle on the position where. their centrifugal force balances with. the-force exerted by the spring H.

The. force exerted by the. spring I1 is sufficient ta hold. the. valves I3 in their. in or closed position. when. the. clutch assembly is operating at full speed, but the centrifugal force exerted on the valvesis. supplemented by the force of the spring 20. The tension of the spring 20 is adjustable while'the clutch is in motion-by forcing in pin 2I. Therefore the force which supplements the centrifugal force on. the valves. l3, may be. altered to. vary the speed at whichthe valves Hthwill be thrown out" to permit the; clutch to u p y The spring cup 21 serves as a contact for spring 20 against the levers I5 andalso servestq keep 4 the levers in alignment, thereby causing the valves l3 to move simultaneously to allow the same oil exit at each side of the clutch. This also serves to keep the assembly in balance as each of the valves I3 is equi-distant from the axis of the clutch.

As before noted the spring I! is sufiiciently strong so as to keep the valves l3 closed at top speed. However, as the tension on the spring 29 is increased its force counteracts that of spring I! and permits valves l3 to be thrown out at a progressively lower speed as pin 21 is forcedin. When the pin 2| is completely in, the edge of its cup 2 I contacts the cup 21 and forces cup-21in against the levers I5 thereby holding the valves l3 open even in idle position. This allows the oil pumped from the gears an outlet and permits the clutch to slip as no energy is transmitted to the load except through the internal friction ofthe clutch assembly which is insufficient to carry the load, It will be further noted that the ports 26 of the valves I3 are large enough to cover the ports I4, l4 regardless of theposition. of the valves [3. This is to prevent a. side. thrust against the. valves by the outrushing oil and will cause the oil pressure to balance. within the slots 26 and thus prevent interference with the. free movement of thevalves.

As the oil. is discharged through. the ports 25 from. the ports. I4 it moves. out. against the perimeter of the cover 9 and passes around to the ports. U3 whereit again passes into the gear chamber.v If. the clutch assembly is notr entirely full of oil the portion that is within. will. be thrown evenly against the perimeter of the cover 9. by centrifugalforce, thus balancing the assemmy and also putting the available oil in position to enter ports I4.

When the clutch is "slipping the oil will, be heated by friction and as it circulates the heat will be transmitted to the body 6 andthe cover 9, Thesamountof heat generatedis proportional to the amount of slip of the clutch. The clutch assembly is air'cooled and the amount of air circul'ated' is; controlled in' a novel way'to vary the quantity in proportion to the need for cooling and operates as follows; When the clutch assemis idle but shaft I is turning, the fan 4 whichis fastened to the hub 4, turns with shaft I. Fan 4 is made of a thin metal disc with vaneslP-folded'out' from it. To the outside end of the. vanes 4 another disc 4 is welded. This assembly, parts 4, 4 4 4- w-ill hereinafter be referredto as the first fan. As. the-fanrotates it draws airin through. the: center opening 4' in disc 4 and forces air through the spaces provided between. the bosses, for the screws 8-, III and [0 of the body 6, plate I and cover 9, which spaces are enclosed by the; housing I2. As'the air passes throughthese spaces-it cools'the housing I2- and its contents and is discharged from the clutch assembly at the side opposite the first fan. through the: opening I2. provided in the center of the housing I2 around shaft l The passage to opening I2 is broken up into parts by the extensions of the screw bosses or cover projections 9.. These extensions become air vanes. As the clutch assembly turns the vanes 9 also become a centrifugal air fan (hereinafter referredzto as. the second fan)- and as the speed of: the clutch. accelerates the pressure exerted by thea-ir from vanes 9-- also accelerates, gradually counteracting the pressure. exerted on the opposite; side; of the.- clutch by the first fan until at full: speed of the: clutch. when no cooling air is 5 needed, the pressure exerted by the respective fans will' practically balance one another and little or no air is circulated through the housing I2.

From the foregoing description and from the drawings it will be noted that this clutch will only function in one direction, because if its operation were reversed oil would be discharged through the ports I l instead of ports I l and as ports M are not obstructed the oil could be constantly discharged through the ports [4 and the clutch would slip constantly when operating in reverse. This action is novel and useful for a number of applications.

If it is desired that this clutch be operated in the opposite direction, housing I2 may be removed after removing screws I W; after the oil has been drained by removing the plugs 25 screws [0 may also be removed, thus permitting cover 9 to be turned on body 6 one-eighth turn until the next screw holes line up with the holes in the cover and. the valves !3 line up with the ports [4 instead of with the ports [4. Then screws ill", oil, plugs 25 and housing l2 are replaced.

Assembled in this manner the clutch will operate in the opposite direction but in the samemanner as before since the only change will be that valves 53 will control ports i i instead of ports M. Fig. 3 shows a portion of the clutch section as shown in Fig. 6 except that the parts are in the afore-mentioned reversed position and also the valve 13 is shown in the open position.

Fig. '7 also shows the valve i3 and its control mechanism in the open position in which position the clutch slips. In Fig. '7 the pin 2| is shown forced in part of the way thereby reducing the operating speed of the clutch.

Although the oil pumping mechanism of this clutch is illustrated as a gear type pump it could also be a vane or a turbine type pump without changing the other mechanism or the operation of this and be within the scope of my invention as defined in the appended claims.

From the foregoing description taken in connection with the accompanying drawings it is thought that the construction, operation and advantages of my invention will be clear to those skilled in the art.

What I claim is:

1. A speed regulating hydraulic clutch Which includes: a chambered freely rotatable clutch body having liquid inlet and outlet ports; pumping elements in the chamber of said body for circulating liquid through said body and including a driving element having means for its connection to the shaft of a prime mover; a cover secured to said clutch body and having a chamber for connection with said inlet and outlet ports, said cover having a driven shaft and having valve-guiding projections; slide valves guided by 'said projections to cooperate with said outlet ports; means continuously urging said valves to close oiT said outlet ports, said valves being moved to open said outlet ports by the direct action of centrifugal force on said valves on rotation of said clutch body; and adjustable means to augment the action of centrifugal force at the will of an operator, said valves having ports of greater cross-sectional areas than those of the outlet ports of said clutch body for preventing side thrust against the valves by outrushing oil when the ports are open.

2. A speed regulating hydraulic clutch which includes: a chambered freely rotatable clutch body having liquid inlet and outlet ports and a cover plate; pumping elements in the chamber of said body for circulating liquid through said body and including a .driving element having means for its connecticn'to the shaft of a prime mover; a cover secured to said clutch body and having a chamber for connection with said inlet and outlet ports, said cover having a driven shaft and having valve-guiding projections; slide valves guided by said projections to cooperate with said outlet ports; said driving element including a hub on which said clutch body is rotatably mounted; a liquid seal packing between said hub and said clutch-body cover plate; means continuously urging said valves to close off said outlet ports and to hold said liquid seal packing in sealing contact with said hub and said cover plate; said valves being moved to open said outlet ports by centrifugal force on rotation of said body and cover.

3. The clutch of claim 2 wherein said continuously urging means includes a spring cup engaging the inner end of said hub, a spring over said cup and a second cup over said spring, the spring tending to separate said cups along their common axis, and an operative connection between said second mentioned spring cup and said valves for moving said valves toward their port-closing position.

4. The clutch of claim 1 wherein is provided means for augmenting the action of centrifugal force on said valves at will.

5. The clutch of claim 1 wherein the valve urging means includes a pair of levers connected to said valve, and a spring continuously tending to actuate said levers to cause said valve to move to a closed position.

6. The clutch of claim 1 wherein the valve urging means includes a pair of levers connected to said valve, a Spring continuously tending to 1 actuate said levers to cause said valve to move to a closed position, and means operable through said driven shaft for reducing the efiective action of said spring at will.

7. The clutch of claim 2 wherein said continuously urging means includes a spring cup engaging the inner end of said hub, a spring over said cup and a second cup over said spring, the spring tending to separate said cups along their common axis, and an operative connection between said second mentioned spring cup and said valves for moving said valves toward their port-closing position, said operative connection comprising levers, pivots. operatively connecting said levers and the second mentioned spring cup, said levers having projections and said valves having holes to receive said projections by virtue of all of which when said levers are rocked on their pivots said valves will be operated accordingly.

8. The clutch of claim 2 wherein said continuously urging means includes a spring cup engaging the inner end of said hub, a spring over said cup and a second cup over said spring, the spring tending to separate said cups along their common axis, and an operative connection between said second mentioned spring cup and said valves for moving said valves toward their port-closing position, said operative connection comprising levers, pivots operatively connecting said levers and the second mentioned spring cup, said levers having projections and said valves having holes to receive said projections by virtue of all of which when said levers are rocked on their pivots said valves will be operated accordingly; a spring operatively engaging both levers and continuously tending to augment the centrifugal force acting 7 on said valves, and mea-ns for varying the force Number of theIa-st named spring at will; 210343702 LONNIE A. DICKENS. 2,050,836 2,076,88'7 REFERENCES CITED 2,195,901 The following references are of record in. the 2 L2 fiIev of this. patent: 2,241,242

UNITED STATES PATENTS Number Name Date 10 Number 1,515,401 Norris Nov. 11, 1924 223,911 1,688,852 Christie Oct. 23', 1928 1 ,786,356 McFarland Dec. 23,. 1930 Name- Date McClelland Mar. 24,1938 Graham Aug; 11, 1936 Gambrell- Apr. 13, 1937 Owens Apr. 2, 1940 Clouse- May 6, 1941 Friedman May 6, 1941 FOREIGN PATENTS Country Date GreatJBritain Jan. 14, 1928 

